2013 Kawasaki Ninja ZX-10R (ABS) | Preview

Since its major overhaul for the 2011 model year, the Kawasaki Ninja ZX-10R has pleased the crowds with its nimble chassis and powerful 998cc inline four, offering much competition for Yamaha’s YZ-R1, Honda’s CBR1000RR and Suzuki’s GSX-R1000.

How powerful? How about 197 base horsepower after EPA officials allegedly forced Kawasaki to reduce the output by 20 horsepower in America.

Nothing changed for the 2012 year except for some color schemes, Kawasaki offering its Ninja liter bike as a carryover. But for 2013 the ZX-10R receives some upgrades, including a new electronic steering damper developed b Kawasaki and Ohlins, and a new color scheme – Pearl Flat White/Metallic Spark Black.

And like it has since its overhaul in 2011, the ZX-10R arrives with Sport-Kawasaki Traction Control (S-KTRC) and the optional Advanced Kawasaki Intelligent Anti-lock Braking System, the ABS adding $1000 to the standard MSRP of $14,299.

The S-KTRC is unique to Kawasaki, and different from other traction control units; the S-KTRC continuously monitors the ZX-10R’s wheel speed, throttle position, engine RPM and other data to “help ensure the optimal amount of traction.”

And this system is far advanced for quick response to these changing conditions, the S-KTRC confirming conditions 200 times per second before governing them with the ignition. The ZX-10R’s KTRC is available in three different modes based on the rider’s needs.

As for the Advanced Kawasaki Intelligent Anti-lock Braking System, it “monitors a wide range of data, and allows optimum wheelspin while enhancing rider control.”

The new-for-2013 Kawasaki/Ohlins-designed steering damper features much advanced technology, the damper controlled by an ECU under the gas-tank cover. Kawasaki says
the “damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios.

“The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.”

Regarding the chassis, the Ninja has an optimal design, which features an aluminum-alloy frame that is only cast in seven places. Up front, the 2013 ZX-10R features a 43mm Big Piston Fork that features a piston design nearly twice the size of a conventional cartridge fork, offering “smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits.”

Out back, the Ninja features a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Kawasaki says “benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.”

As for the ZX-10R’s 16-valve, DOHC liquid-cooled inline four, it’s is more compact due to the stacked transmission, and it features innovative technology such as a slipper clutch that limits back torque to assist in corner entry.

The 998cc engine is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.

And with this performance arrives stylish color options, including the all new for 2013 Pearl Flat White/Metallic Spark Black, and re-stylized Lime Green/Metallic Spark Black

Following are the highlights, specs, color options and MSRP for the 2013 Kawasaki Ninja ZX-10R.

2013 Kawasaki Ninja ZX-10R (ABS) Highlights:

New for 2013: Ohlins-Kawasaki Electronic Steering Damper

Specially tuned for the 2013 ZX-10R, this new electronic damper helps provide the ideal amount of damping force across a wide range of riding scenarios

Maintains a high level of rider feedback by allowing lower damping forces under less taxing conditions, but quickly adapts to increase damping and enhance high-speed stability when required

Reacts to current speed as well as rate of acceleration or deceleration to help provide light steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration

Intake and exhaust valves are titanium to reduce reciprocating weight and stress at high rpm

Dual-injector Digital Fuel Injection

Large 47mm throttle bodies help with throttle control

Secondary fuel injectors enhance power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm

A highly sophisticated electronic system based on actual Kawasaki racing experience that’s designed to maximize forward motion by allowing racers to ride closer to the edge of traction

The system crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage and acceleration, with help from a speed sensor fitted to each wheel

The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows for optimum wheelspin

Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction

S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick response to changing conditions

Riders can choose between three operational modes, depending on skill level and conditions

A level meter on the LCD instrument panel displays how much electronic intervention the system is providing, in real time

S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick reaction

Riders can choose between three operational modes, depending on skill level and conditions

A level meter on the LCD instrument panel lets the rider know when the system is operating

Kawasaki Intelligent Anti-lock Braking System (KIBS)

Advanced track-ready anti-lock braking system

Utilizes a Bosch-built ABS unit that’s half the size of a standard unit and considerably lighter

A highly efficient and forward-positioned ram air intake is designed for low intake noise and good intake efficiency

9-liter airbox enhances breathing and power

Oval-section intake funnels promote non-turbulent flow at all rpm

Titanium Exhaust System

Titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a pre-chamber that houses two catalyzers for emissions and sound

Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly

Frame is an all-cast construction of only seven pieces, with ideal wall thicknesses that provide adequate strength and optimized rigidity

Front end weight aids aggressive, on-the-gas corner exits

Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry by shortening the wheelbase by up to 16mm to suit different track layouts

Like the frame, the alloy swingarm is an all-cast design, with just three pieces

The design positions the shock’s upper link to spread out the load and contribute to enhanced overall frame rigidity and chassis balance

The fully adjustable shock features a piggyback reservoir and dual (high- and low-speed) compression damping, which enables fine tuning for racing or track-day use

The Big Piston Fork (BPF) and Back-link suspension system contribute to rider control and faster lap times

Big Piston Fork (BPF)

The Big Piston Fork’s (BPF) 43mm inner tubes is one of the contributing factors to the bike’s composure under braking

Compared to a cartridge-type fork of the same size, the BPF features a 39.6mm main piston

Oil inside the BPF acts on a surface area almost four times the size of a conventional fork’s. The larger surface area allows damping pressure to be reduced while helping to ensure that damping force remains the same

Reducing damping pressure allows the inner fork tube to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and contributing to greater chassis stability on corner entry

Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced

Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom

Three-spoke Cast Aluminum Wheels

Gravity-cast alloy wheels feature a three-spoke design

Light wheels mean low unsprung weight, which allows the suspension system to work more efficiently

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